Engine fuel supply means



June 19, 1934. A. IOSNER 1,963,384

ENGINE FUEL SUPPLY MEANS Filed April 6, 1929 2 Sheets-Sheet 1 In I I INVENTOR (as Q HDOLPH Aas/vfi? Q LL.

ATTOR N EY June 19, 1934. RQSNER 1,963,384

ENGINE FUEL SUPPLY MEANS Filed April 6, 1929 2 Sheets-Sheet 2 INVENTOR F'|G 2 H004 PH Pas/v52 BY f ATTORNEY Patented. June 19, 1934 1 953 3 4;

ENGINE FUEL SUPPLY MEANS Adolph Rosner, Rockton,-Ill., assignor to Fair-- banks, Morse & (30., Chicago, 111., a corporation oflllinois Original application December 16, 1927, Serial No. 240,524. Patent No. 1,817,944, dated August-- 11, 1931. Divided and this application April 6, 1929, SerialNo. 353,194

14 Claims. v(Cl. 123-'-119) This invention relates to improvements in enent detailed description of parts'and the accomgine fuel supply means, and particularly'to primpanying drawings, relate to a single preferred ing means for internal combustion engines which executional embodiment of the" invention, and r are directly connected to dynamo machines. that substantial changes may be made in the de- In existing types of engines'of the class described construction and arrangement of the 60 scribed it has heretofore been necessary, upon parts, without departing from the spirit and instarting-to deliver fuel in greater amounts than tended scope of this invention.-

when running. The prevailing practice has Referring by numerals to the drawings, been, in case a different fuel is used for starting, designates the crank case which -is-preferably 10 to control by valves, cocks or the like, the kind a casting serving as a frame for the assembly, 65

and proportion of starting and running fuels deand on which is mounted a cylinder casting 11.

livered to the engine. This comprises a power cylinder -12 in -which An object of the present invention is to prooperates'the working piston 13, which may beof vide a priming means for an internal combustion any suitable form. The cylindercasting 11" is 15 engine, which is neat and compact in arrangeseparate from, and carried-by the crank case 70 merit and economical toconstruct and maintain. casting, and comprises valve guides- 52, which A further object is to provide a priming-means serve to position and determine-the-path of travel which is manually put into eifect, and automatiof the valves 53. Mounted upon the member 11 cally release; and which is equally effective and formed separately therefrom; is the cylinder whether the same or different fuels are used for head 16 provided with a passageway or opening 75.

starting and for the normal running operation of 54 in communication with the cylinder combusthe engine. tion space.

A still further object is-to provide a priming Operatively associated with the-piston 13 is-a means of simple construction, which, when startconnecting rod 14 which is pivotally connected mg the engine, automatically supplies a more with thecrank shaft 15 which operates in -the volatile priming fuel to mix with the running crank case and projects therethrough'to a dyfuel, and which is only effective when starting namo machine, shown in outline-at 55, While the engine. by way of 3 illustration, the priming means is Further objects and advantages of the invenshown as adapted to an internal combustion en- "tion will appear from the following detailed degine directly connected to a generatonit will be scripticn of the parts of a preferred example, readily understood that the present device may from the accompanying drawings and from a 00- be adapted equally well to any internal comb'us pending application filed December 16, 1927, and tion engine, regardless of the use or power applibearing Serial No. 240,524,-now patent No; 1,8l7,- cation of such engine.

35' 944 of which the present subject matter is a divi- A rod '17 isprovided as part of the engine con 1 51011, trolarrangement, which rod may be actuated Certain of the reference characters of the either by a governor mechanism, or by a manual drawings are uniform with those appearing in control lever (not shown). A'pin 18 is, by prefthe above noted copending application. Insofar ence, inserted in, and actuated by-a yoke arrangeas practicable, the same system of reference ment attached to one end of the rod 1'7. This characters is used, in" order better to coordinate pin" serves to actuate one end of a link 19, the the subject matter of both the present and the other end of which is connected with the engine parent applications; throttle valve (shown in dotted lines in Fig. 2), Referring to the drawings, Fig. 1 is a longitudi the shaft/of which is shown at- 20-. This throttle nal section, partially in elevation; 'of a preferred valve tends to open or close a fuel passage 21, andform of power plant which includes an internal thus regulates the amount of fuel mixture ad-- combustion engine to which-the present improvemitted to the cylinder.- The pin -18 also serves to ments are applied; Fig.2 is a-section, partially actuate oneend of a link 22', the other end of in elevation, taken substantially along'the line which is connected to a ball-ended-lever 23 piv- 2--2 of Fig.1; Fig.- 3 is a section along-theline oted at one end, and so mounted that the lever 33 of Fig.1; Fig. :4 is a side elevation, partly may bebroughtto-a, position-where the ball 'end in section, of the fuel mixer, showing certainconof the lever greatly re'stricts the inlet,- or neck trol details, and Fig. 5 is a detailedsection along portion of a Venturi passage in-the-fuel mixer, line 5-5' of Fig. 1. andthusproviding a choking effect at starting.

It'will,-of-course;-be understood 'thatthe pres- This effect is accomplished by the partialor total .the fuel mixer body 43.

obstruction of the air passage into the fuel mixer.

In certain positions of the rod 17, a plunger 24 is impinged by a portion of the yoke member. A lever 25 is operatively related to the outer end of this plunger, and at certain times is responsive to its movement, for purposes hereinafter appearing. This lever is secured to a shaft 26, which is mounted in bearings or brackets 2'7. A lever 28, carrying a tapered member or cone 29, is also affixed to the shaft 26, and extends from the same side thereof as lever 25. When the shaft 26 is manually rotated, for example, clockwise as seen in Fig. 2, as hereinafter described, the cone 29 obstructs an opening 30 in a member 31. The opening 30, when the cone is removed, serves, as an air inlet to the passage 21, through interconnecting passages 37 and 38. When the cone 29 is in the down, or starting position, priming fuel is drawn from an auxiliary fuel tank 32 through the passages 35, 36, 37 and 38. A needle valve 39 may be adjustably mounted in the passage 38, for the purpose of regulating the supply of air or fuel from the passage 37. Auxiliary fuel tank 32 is, by preference, arranged to be removably support- .ed at points 33, and may be positioned by a spring clamp 34, shown in section (Fig. 1). It will be seen that the point of support 33 appearing to the left in Fig. 1, is constituted by a tapered conical portion at the extremity of the member 31, and

thus serves to provide a self-sealing connection between this member and the inlet to the passage 3'7. By this arrangement the fuel tank 32, togetherwith its external connections, is entirely removable from the engine, as a unit, in order to refuel thetank, without disturbing the operation of the engine.

A main fuel tank 40 is provided for the supply of running fuel, and a fuel supply pipe 41 extends therein, and isconnected with a passage 42 in The passage 42 is in communication with passage 38 which leads to Venturi passage 21. A removable threaded plug 44 is provided with drilled fuel channels which connect the passages 38 and 42. By using different plugs 44, with different sized fuel passages therein, provision is made for handling different grades of fuel. By employing plugs 44 of different length, the volume or capacity of the passage 38 may be varied, so as to utilize this passage to a greater or lessextent, as an external chamber for the admixture of the starting and running fuels.

At 45 is indicated a chamber preferably of airtight construction and containing the fuel mixer body, this chamber being formed and enclosed by cover 46. Intake air is supplied to this chamber through a conduit 47, the outer terminus of which is exposed to atmosphere.

Actuation of the shaft 26 as for priming and starting is provided for by means of a hand lever 50, by which the shaft may be partially rotated at the time of starting the engine, in order to depress the cone 29 into the opening 30. A spring 51 is attached to the lever, in order automatically to, restore the shaft 26 to its normal running position,

and so as to lift the cone 29 free of the opening 30.

The operation of the several devices described, has been rendered entirely automatic except for a single, manual starting operation, viz, the depression of lever 50. By the connection and operative interrelation of the throttle, choke and starting fuel control, the sequence of their actuation is fixed, and accordingly simplified.

In starting, the lever 50 is held down by hand until the engine is rotated at a reasonable speed,

for, example, by employing the electric machine 55 as a starting motor. The downward movement of hand lever 50 partially rotates shaft 26 clockwise in Fig. 2, which, acting through lever 25 and member 24, depresses the rod 17. By this operation, the throttle valve is properly positioned for starting, through the action of pin 18 and link 19. Pin 18 at the same time, by means of link 22, serves to move the ball-end of the lever 23 into the restricted portion of the Venturi passage 21, thus choking the air intake supply. This considerably 1 reduces or entirely cuts off, the air intake at this point, increases the air velocity, and thus increases the suction in the passage 38. By the same manual depression of hand lever 50, and consequent rotation of shaft 26, lever 28, carrying cone 29, is forced downwardly so that this cone closes the opening 30 during the starting period. Opening 30 is normally an auxiliary air opening, but its restriction by cone 29 causes starting fuel to be drawn directly from auxiliary tank 32, through passages 35, 3'7 and 38, directly into the Venturi passage 21. While starting, however, the main fuel supply is not out of communication with the mixer, but the running fuel is still available through its regular channels, viz, from main fuel tank 40 through passages 41, 42 and 38. The priming fuel, by preference, serves only to enrichen the mixture for starting. After the engine has attained a suflicient speed, the lever 50 is released, and the spring 51 restores the shaft 26 to its normal running position. The throttle valve and ball-end lever 23 may thereafter be controlled either manually, or by a suitable governor (not shown), by means of the rod 17.

It will be readily understood that the partial rotation of the shaft 26, by the spring 51, causes the cone 29 to be lifted clear of the opening 30, permitting the entrance of air through this opening, and thus eliminating any suction to auxiliary fuel tank 32. Fuel is thereafter taken entirely from the main fuel tank 40.

It will be readily seen that a single manual control accomplishes all the necessary operations in order to set the throttle, the choke, and the priming means at the properposition for starting the engine. It will be readily understood that the same control automatically "puts each of these devices into its proper running position. The advantages thus derived from this unit control for starting an entire engine, will be apparent,

especially in the case of small units in the hands of inexperienced operators.

It will be further seen that the device has a minimum number of moving parts and wearing points, and results in a practically trouble-proof assembly.

I claim as my invention:

1. In an internal combustion engine, a container for a normal running fuel, a container for a separate starting fuel, a fuel conduit between said starting fuel container and the engine, and having an air port therein, a manual control lever, and means associated with said lever to obstruct said port to permit delivery of starting fuel to said engine, and means normally tending to keep said port open to atmosphere.

2. In an internal combustion engine, means for supplying a normal running fuel thereto, a container for a distinct, dissimilar starting fuel, a fuel conduit therefrom to the engine having an intermediate air opening, in communication with atmosphere at normal engine speeds, a closure for said opening, a manual control lever, and means open said fuel conduit to atmosphere, to terminate delivery of starting fuel.

3. In an internal combustion engine, a container for starting fuel, distinct from the normal operating fuel of the engine, a starting fuel conduit, normally adapted as an air conduit and having an air inlet opening, a valve adapted for manual operation to close said air opening to effect delivery of the starting fuel, and means tending automatically to open said valve for terminating delivery of such fuel.

4. In an internal combustion engine, a container for an auxiliary fuel, a fuel conduit extending therefrom, to the engine, and normally closed to atmosphere and spring-actuated means adapted to open a portion of said conduit to atmosphere, to terminate delivery of the starting fuel.

5. In an internal combustion engine, a container for starting fuel, a container for a distinct and different running fuel, a main air inlet conduit to said engine, an auxiliary conduit including angulately disposed branch conduits, one of said branch conduits adapted normally to conduct auxiliary air to said engine, and means for obstructing one of said branch conduits to cause delivery of starting fuel through the other of said branch conduits.

6. In an internal combustion engine, a container for starting fuel, a container for distinct, dissimilar running fuel, conduits between said containers and the engine, one of said conduits including angulately disposed branch conduits, one of said branch conduits having an opening to atmosphere, whereby said conduit is normally adapted as an auxiliary air conduit to said engine, and means for obstructing said auxiliary air conduit during starting to effect delivery of starting fuel to the engine through the other of said branch conduit.

7. In an internal combustion engine, a fuel mixer, an air inlet thereto, a tank for starting fuel, a tank for running fuel, conduits between said tanks and said mixer, means forming a chamber for the admixture of said fuels before entrance to said mixer, and an auxiliary fuel conduit adapted, during normal running of the engine, as an auxiliary air supply means.

8. In an internal combustion engine, a throttle valve, a running fuel container, a starting fuel container, a. fuel mixer for said engine, conduits between said containers and fuel mixer, main and auxiliary air passages to said engine, and means operable responsively to predetermined positions of the throttle valve and adapted for proportioning the delivery of said fuels in advance of delivery thereof to said mixer, said means adapted for controlling the auxiliary air passage, conformably to said proportion of fuels.

9. In an internal combustion engine, a fuel mixer, a fuel container, an air and fuel supply conduit carried by said container, and a clamping device for detachably connecting said air and fuel supply conduit with said mixer, and for detachably positioning said container and enabling its ready removal from the engine.

10. In an internal combustion engine, a fuel container, a conduit formed of separable portions, and extending from said container to said engine, one of said conduit portions constituting an auxiliary air supply passage, and a clamping device adapted upon movement into clamping position, for detachably mounting the container, and connecting said conduit portions.

11. In an internal combustion engine, in combination, a mixer and connections therefrom for supplying a running fuel to said engine, means for supplying a different starting fuel to said engine, means constituting main and auxiliary air inlet openings to said mixer, a throttle for said engine, and a manual control element adapted to be operated during starting of the engine simultaneously to obstruct said air inlet openings, to position said throttle, and to effect delivery of said starting fuel to the engine.

12. In an internal combustion engine, in combination, means for supplying a starting fuel to the engine, means for supplying a different running fuel to the engine, main and auxiliary air inlet passages to said engine, a portion of the auxiliary inlet passage adapted to conduct starting fuel to the engine, a throttle, means for obstructing another portion of said auxiliary air inlet passage during starting, and means for the conjoint actuation of said obstructing means and said throttle, and adapted to cause delivery of starting fuel to said engine.

13. In an internal combustion engine, in combination, means for supplying a running fuel to said engine, means for supplying a starting fuel, distinct from the running fuel, to said engine, a main air inlet and an auxiliary air inlet to the engine, an engine throttle, a choke associated with said main inlet, a closure for said auxiliary air inlet and means for conjointly actuating, during starting, said choke, closure and throttle.

14. In an internal combustion engine, in combination, means for supplying a running fuel to said engine, means for supplying a separate starting fuel to said engine, means constituting a main air inlet and an auxiliary air inlet to the engine, a throttle, a choke for said main air inlet, a control shaft, and means associated with said shaft for relating the actuation of said choke, throttle and auxiliary fuel supply means, during the starting period of the engine.

- ADOLPH ROSNER. 

